Audi Ag

Karlsruher Institut Fur Technologie

Cariad Se

Volkswagen Ag

Andreas Unger

Christoph Göhrle

Oliver Sawodny

Andreas Schindler

Wolfgang Schmid

Tilo Koch

Bastian Scheurich

Frank Gauterin

Christian Hack

Uwe Knauer

Oliver Schmidt

Philipp Knuth

Tobias Templer

Hanno Stingl

Uli Schaaf

Michael Jall

Kay-Uwe Henning

Thilo Koch

Heino Brose

Hinrich Reupke

A vehicle having an active chassis system with curve tilting function, comprises a control unit, which when negotiating a curve determines a vehicle tilting angle on the basis of a current vehicle transverse acceleration or a correlated driving operation parameter, by which the vehicle transverse acceleration can be reduced, wherein the control unit uses the vehicle tilting angle so determined to trigger actuators of a suspension/shock absorbing system in order to adjust the vehicle tilting angle. The curve tilting function incorporates a prediction unit which provides the curve negotiation data for an upcoming curve. The vehicle tilting angle is set in consideration of the curve negotiation data.

Vehicle with a curve tilting function

A method for operating a chassis of a motor vehicle according to the principle of a skyhook control, the chassis having at least one adjustable damper according to which body movements of the motor vehicle body resulting from road bumps are damped using the skyhook damping value (d). When driving over a road bump, a classification is made as to whether a critical body movement of the motor vehicle body is to be expected, and that in case of a classification as a critical body movement, the critical classified body movement is compensated for using a stored critical skyhook damping value (d) which is greater than the skyhook damping value (d).

Method for operating a chassis of a motor vehicle, and motor vehicle

An active chassis control for a motor vehicle with an adaptive control circuit for reducing body vibrations (A) of the motor vehicle, in which a control unit is integrated, which, depending on a current body vibration (A) or a parameter correlating therewith (a), controls a chassis actuator. The control unit is followed by an adaptive unit which adapts an actuating signal (S) generated by the control unit with a driving speed-dependent scaling factor (f(v)), in particular by generating an adapted actuating signal (S') with which the chassis actuator can be controlled. Depending on the situation, a factor allowance (&#x394;f) can be added to the driving speed-dependent scaling factor (f(v)) in the event of a significantly greater body vibration (A) in order to effectively dampen the significantly greater body vibration (A).

Active chassis control for a motor vehicle

A method for detecting a slope of a road on which a vehicle is traveling in at least one spatial direction. The vehicle has a body and a chassis with a plurality of wheels. An inclination of the vehicle body in the spatial direction is determined. For at least one wheel, a vertical distance to the vehicle body is detected. The distance so determined is used to calculate an inclination of the chassis in the spatial direction. The slope of the road in the spatial direction is determined from a difference between the inclination of the vehicle body in the spatial direction and the inclination of the chassis in the spatial direction.

Method for detecting a slope of a road

An active chassis for a two-track vehicle provided with a wheel suspension. A wheel carrier carrying a vehicle wheel is connected via connecting rod to the vehicle structure. The camber behavior of the vehicle wheel is defined by a mechanical camber curve of the vehicle wheels that is predetermined by the rigid kinematics of the connected rods, which defines a mechanical adjustment of the camber angle of the vehicle wheel depending on a spring path of the vehicle structure, and which is controllable with an actuator controller which can be controlled by a chassis control device.

Active chassis for a two-track vehicle

A method for controlling an operating mode of a controller for at least one suspension component of an at least partially active suspension of a vehicle. In accordance with at least one control command provided by a user for steering the vehicle, a situation detection is carried out to detect a control situation in which the at least one suspension component of the suspension which should be at least partially actively controlled, can be potentially controlled, and in the event that a control situation is detected, at least one reactive controller for controlling the at least one suspension component is switched from a first operating mode to a second operating mode, the at least one reactive controller being switched into the second operating mode with an increased bandwidth and amplification when compared with the first operating mode.

Situation detection in active suspensions

The invention relates to a method for controlling at least one actuator () for a chassis of a motor vehicle, in which at least one sensor () of the motor vehicle determines values of at least one measurement variable for sensing an environment of the motor vehicle, wherein the determined values are preprocessed, wherein only the values needed to control the at least one actuator () are transmitted from a control device () associated with the sensor to a control device () associated with the actuator and are temporally filtered by the control device () associated with the actuator, and wherein the control device () associated with the actuator uses the temporally filtered values to provide actuating signals for the at least one actuator ().

Method for controlling an actuator

The invention relates to a method for compensating for vertically oriented movements of a superstructure of a vehicle. The vehicle is provided with the superstructure and with an active undercarriage having a plurality of wheels which are in contact with the carriageway, wherein each wheel is connected via an actuator adjustable over its length at a wheel assigned to a suspension point with the superstructure. Vertically oriented movements of the superstructure are caused by an inclination of the carriageway and by unevennesses of the carriageway, a first change of the length of at least one actuator is carried out for frequencies in a first, lower frequency range, and a second change of the length of the at least one actuator is carried out for frequencies in a second, higher frequency range.

Method for compensating for vertical movements

A method for compensating for an inclination of a vehicle in at least one spatial direction. The vehicle has a vehicle body and an active chassis with a plurality of wheels, which are in contact with the roadway. Each wheel is joined to the vehicle body by way of an actuator, which can be adjusted in terms of its length, at a suspension point associated with the wheel. An inclination of the vehicle body in the at least one spatial direction is determined. For at least two wheels, respectively, a vertical distance to the suspension point of the vehicle body that is associated with the particular wheel is detected. Via the at least two determined distances, an inclination of the chassis in the at least one spatial direction is calculated by transformation of the vertical distance of the at least two wheels to the vehicle body.

Method for compensating for an inclination

The invention relates to a method for providing a manipulated variable for an actuator () of an active chassis of a motor vehicle (), wherein the manipulated variable in the event that a value for a projected variable, which is dependent upon a height profile of the terrain to be travelled by the motor vehicle (), is available, is configured from a combination of a Skyhook variable, which is dependent upon a movement of a structure of the motor vehicle (), and the projected variable, and wherein the manipulated variable is configured from a combination of a soft-spring variable, which is dependent upon a wheel-suspension of the motor vehicle (), and the Skyhook variable, if no value for the projected variable is available.

Method for providing a manipulated variable

A method for controlling at least one actuator of a chassis of a motor vehicle, which travels over a subsurface is disclosed, wherein a height profile of the subsurface is detected, wherein it is analyzed for a section of the subsurface whether the height profile along said section has a value which deviates from a threshold value by a specified tolerance value, and wherein a regulating variable for activating the actuator is adjusted in consideration of the identified unevenness when the motor vehicle travels over the identified unevenness.

In a method of operating an active suspension of a motor vehicle, power is added to at least one active control element of the active suspension, arranged between a wheel and a body, for damping a movement of the motor vehicle in a vertical direction when negotiating a terrain to thereby influence at least one control variable of the suspension, which control variable is oriented in the vertical direction. A first signal of a velocity of the body in the vertical direction and a second signal of the at least one control variable are determined. After ascertaining a phase shift between the first and second signals, a value of the phase shift is compared with a predefined threshold value. The presence of excitation is identified for the vertical body movement, when the value of the phase shift deviates from the threshold value at least by a tolerance value.

Method of operating an active suspension

In a method for controlling at least one component of a chassis of a vehicle, a parameterization of a reactive controller of the at least one component of the chassis is changed depending on a current certainty of sensor data of a roadway section to be driven detected by a sensor system, such that, when driving on the roadway section, in the case of increased uncertainty of the sensor data, the reactive controller controls with a lower reaction time with respect to a normal operation.

Method for proactive controlling of chassis components

In a method for operating a wheel suspension system of a motor vehicle, a sensor checks the ground for the presence of an obstacle, as identified by a control device, and predicts for the obstacle a first value for an amount of electrical energy, which is to be converted from mechanical energy by an electrical machine, when a damping ratio is set with a defined recuperation value for a damper connecting a wheel to a chassis. The control device predicts a second value for a ride comfort and determines a third value for a decision criterion, which is a function of the first and second values. The identified obstacle is to be driven over with the recuperation value set for the damping ratio of the damper, when the value for the decision criterion corresponds to a target value.

Method for operating a wheel suspension system

A method for determining a side slip angle in a vehicle, includes determining with a first sensor an orientation of an effective vehicle speed vector of the Vehicle in relation to a geographic coordinate system of the earth; determining with a second sensor an orientation of the vehicle in relation to a magnetic coordinate system of the earth magnetic field; determining a differential angle of the magnetic north direction of the earth relative to the geographic north direction of the earth by using a vehicle speed; and determining the side slip angle as a function of the orientation of the effective vehicle speed vector and the differential angle according to the relationship &#x3b2;=&#x3c8;+&#x3c8;&#x2212;&#x3c8;, wherein &#x3b2; designates the side slip angle, &#x3c8;the differential angle, &#x3c8;the orientation of the vehicle in relation to the magnetic north direction and &#x3c8;the orientation of the vehicle speed vector.

Growing community of inventors

Gaimersheim, Germany

Andreas Unger